Governor for air-brakes



(No Model.) I

' T. H. HABERKORN.

' GOVERNOR FOR AIR BRAKES.

No.-5s1,1s1.

\ ,Ewenfor: Lam 16f All? Patented Dec. 18, 1894.

wawzr UNITED STATES] PATENT Orrrcn.

THEODORE H. HABERKORN, OF FORTWAYNE, INDIANA.

GOVERNOR FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 531,181, dated December 18,1894.

- Application fileiioctober 9,1893. Sa -1 .11%. 487,588. (No model.)

to make and use the same.

My invention relates to improvements in governors for air-brakes; and it consists more especially 1n certain improvements of the governing mechanism disclosed in United States she outside valve (not shown) hereinbefore Letters Patent No. 413,253, granted to me 00- tober 22, 1889, and which consists, briefly described, of a governor-valve for controlling the air-pressure admitted to the brake-cylinder and automatically regulated to admitmore or less air according to theload of the car.

In the accompanying drawings, Figure l is a side elevation of governing-mechanism embodying my invention, portions beingin section to more clearly show the construction. Fig. 2 is an enlarged elevation, mostly in section, of a portion of the governor-valve regulating mechanism.

Referring to the drawings, A represents the so-called auxiliary air-reservoir with which each car is provided and Bthe brake-cylinder for operating the brakes by means of the air under pressure stored in such reservoir and admitted to the cylinder, the cylinder and reservoir being rigid or each other. a

The general features and operation of airbrakes are so well known that it is not con sidered necessary to illustrate such mechanism further than to show the action of my improved devices;

I would here remark that from the interior of reservoir A a lateral-hole,duct or pipe (not shown) leads outwardly to a valve (not shown) and fromsuch valve a return-hole, duct orport (not shown) communicates with port 0' in the"governonvalve-casing O, which port 0' discharges into the chamber of said casing above the governor-valve seat 0? and a port, duct orpassage-way (3 leads from the chamber of the governor-valve casing below the governor-Valve-seat to the brake-cylinder,

integral with referred to, whatever its construction may-be, being shifted to open and close communication between reservoir A and cylinder B and 5 5 the air from reservoir A, in order to entercylinder B, having to pass by the way of .port I or passage-ways 0 O I would also remark that such outside valve is usually opened and closed by varying the pressure in the main air-supply pipe that extends along the car, and consequently the different valves of a the respective cars of a'train of cars would be operated substantially alike and would set the brakes with approximately the same force 6 5 on an empty and on aloaded car, and it. is to remedy this difficulty that the governingmechanism is provided.

In my previous construction, the valve-casing was located in the interior of the reser- 7o voir whereasin the present case it is provided with lateral flanges, C bolted or suitably se; cured, as at 0?, to the outside of the reservoir and cylinder. My new construction, in the respect just indicated, is an improvement over the old in that'itis more convenient.

v D designates the governor-valve, that normally, is held in its extreme openpositionby means of a weighted lever, E, that is fulcrumed, asat e, for instance, to one of flanges 8 C of the valve-casing. Lever E is of the bellcrank variety for the reason hereinafter made apparent, and the lateral and weighted arm thereof extends through a slot, g, in an externally screw-threaded plug G that engages 8 a correspondingly-threaded hole in the upper end of the valve-casing, slot g being large enough to accommodate the operation of the lever, and E representing the weight with which the aforesaid lever-arm is provided.

The stem (1 of valve D extends upwardly through packing H that nicely engages the surrounding wall of the valve-chamber and isheld in place upon shoulder or collar 01 formedupon the valve-stem, by means of a 9 5 nut H ,mounted upon the valve-stem, the latter beingsuitably screw threadedforreceiv- 1 ing the nut. Thevalve stem-extends upin the lower end of the governor-valve-casing. By removing said plug access is had to the governor-valve.

The governor-valve is moved toward its closed position by means of the compressed air admitted to the valve-chamber.

The mechanism for regulating the governorvalve preferably comprises, among other things hereinafter described, and besides the weighted bell-crank-lever E already referred to, another bell-crank-lever, I, fulcrumed, as

at I, to one of the car-sills or attachments of the latter and near one of the truck-bolsters.

Levers E and I are arranged in the reverse bracket N that is suitably supported prefer-.

ably from any member of the adjacent cartruck, or support, not afiected by the truckb0lster-springs.

Bar M is preferably supported by a coilspring, 0, mounted and confined upon thebar between the lower lateral member N of the supporting-bracket, and a shoulder M formed upon the bar. Bar M is adjustable vertically, being provided on one side with a series of ratchet-teeth m for the purpose, the spaces or notches between said teeth being adapted to be engaged by the beveled outer end P of a bolt, pawl or dog, P, that locks bar Masagainst automatic upward movement. Said lockingbolt, pawl or dog is adapted to reeiproca'te endwise of a hole a in thesupporting brack'et, and a spring, 1?, confined within said hole at the inner end of the locking-bolt, pawl or dog, acts in the direction to retain said lockingdevice in its slotor locking position. The bevel or incline P at the outer end of the locking-bolt, dog or pawl presen ting upwardly, as shown, it follows that bar M is capable of being depressed against the action of spring 0, but, as already indicated, cannot be automatically elevated, and the arrangement of parts is preferably such that in their normal position suitable for an empty car, and with the bolt, pawl or dog in engagement with the lowermost notch in bar M, as shown, the lateral arm or bell-crank-lever I shall not engage bar M, but shall be slightly separated there from, so that as the car is more or less loaded and the car-body consequently more or less depressed bar M shall engage the lateral arm of lever I and actuate the latter to draw end wise on connecting rod or link L, thereby tilting lever E in the direction to hold the governor-valve in its extreme open position, at-

. fording the maximumconneotion between the auxiliary reservoir and breko cylinder, and by the construction hereinbe'fore described,

bar M will automatically be adjusted to ex isting circumstances, that is, to the load carried by the car. As the load on the car is decreased and the car-body consequently rises, the lateral arm of lever I lowers by gravity, thereby actuating lever E to move in the direction to allow the governor-valve to rise whereby the air-supply to the cylinder is partially cut olf, and with an empty car communication between the brake-cylinder and auxiliary reservoir is reduced to a minimum. The engineer having applied such pressure to the brake-system as he considers necessary under the circumstances, by means of govowing-mechanism of the variety indicated, such pressure is unequally distributed to the difierent cars, more force being applied to the brakes of the loaded oar and less force being applied to the empty orpartially'loaded "cars, so that each car has applied approximately the pressure necessary according to the load it may be carrying at the'timc the brakes are applied.

1 would have it understood that the mechanism for actuating the variable stop of the governor-valve and adapted to beoperated by engagement with the automatically-adjustable stop supported by the cartruck or other member not a part of or rigid with the carbody, may be varied at pleasure without dearting from the spirit and purpose of my invention.

I would also remark that the chamber of the governor-valvecasing isreduced in transverse area at the valve seat below port 0', so that the air-pressure from theauxiliary reservoir and the airressure from the brake-cylinder co 'ope'rate in actuating the governor-valve toward its closed position, the surfaces exposed to the air-pressure of the auxiliary reservoir and presented by shoulder d and packing I-I upon the valve-stein being larger in the aggregate than the area of the surface of the valve-proper that is exposed to the pressure from the auxiliary-reservoir-.

What I claim is- 1. In a governor for air-brakes, a governorvalve located in the line of communication between the brake-cylinder and cooperating air-reservoir, valve-proper and valve-stem having two opposing surfaces, respectively, exposed to the air-pressure of the auxiliary reservoir, and the valve having a surface exposed to the air-pressure of the brake-cylinder, the reservoir-pressure-receiving surface with which the valve-stem is provided being larger in area than the reservoir-pressure-reeeivingsurface of the valve, thereby efiecting a cooperation of the air-pressure of the auxiliaryreservoir "and brake-cylinder to move "the valve toward its closed position, suitable means for retaining the valve open, and a variable stop for limiting the closing movement of the valve, said stop being adapted to be automatically shiftedin the direction of opening the valve by means Of the depression 0f the ear-body caused by the loading of the car, substantially as set forth.

of communication between the air-reservoir and brake-cylinder, lever E for actuating the valve to open, lever I operatively connected with lever E substantially as indicated, toothed or notched bar M depressibly supported, and a spring-actuated dog or'bolt adapted to engage the notches or teeth of said bar and lock the latter as against moving upwardly automatically, the arrangement of parts being substantially as shown, for the purpose specified.

In testimony whereof I sign this specification, in the presence of two witnesses, this 25th day of March, 1893.

THEODORE HDHABERKORN. Witnesses:

O. W. KUHNE.

O. H. DORER. 

